Parachute inlet control system and method

ABSTRACT

A parachute inlet control system is configured to provide an improved inflation profile for solo and/or clustered parachutes. An inlet parachute is coupled to a main parachute via a plurality of inlet control suspension lines and/or reefing rings. The inlet control suspension lines may be passed through the reefing rings and coupled to an anchor point below the main parachute. The inlet parachute is located in the inlet area of the main parachute, and causes the inlet of the main parachute to rapidly form a desirable shape. The inlet parachute and inlet control suspension lines function as a reefing system to prevent full inflation of the main parachute until a reefing cutter has functioned. In this manner, parachute failures, such as those due to leading and/or lagging parachutes in a parachute cluster, may be reduced or eliminated.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Ser. No. 16/518,610 filed onJul. 22, 2019, now U.S. Patent Application Publication No. 2020-0023978entitled “PARACHUTE INLET CONTROL SYSTEM AND METHOD.” U.S. Ser. No.16/518,610 is a non-provisional of, and claims priority to and thebenefit of, U.S. Ser. No. 62/701,999 filed Jul. 23, 2018 and entitled“PARACHUTE INLET CONTROL SYSTEM AND METHOD.” Each of the foregoingapplications is hereby incorporated by reference in the entirety for allpurposes.

TECHNICAL FIELD

The present disclosure relates to parachutes, and more particularly tolarge-scale parachutes deployed solo or in clusters to support heavyand/or bulky payloads.

BACKGROUND

Large cargo parachutes are typically constructed to have a flat disccanopy of approximately 100 feet in diameter, although some are smallerand a few are larger. A 100-foot diameter cargo parachute may typicallybe used for recovering an aerial delivered payload having a weight rangefrom approximately 2,500 pounds to 5,000 pounds. Payloads of less thanapproximately 2,500 pounds would most often use a cargo parachute havinga smaller diameter. If the payload weight is between approximately 5,000pounds and 10,000 pounds, another 100-foot diameter parachute istypically added beside the original parachute. The resulting arrangementis known as a 2-chute cluster. Similarly, payload weights of betweenapproximately 10,000 pounds and 15,000 pounds typically use three100-foot diameter parachutes as a 3-chute cluster. Further, eachapproximately 5,000-pound payload weight increase typically requires anadditional 100-foot diameter parachute.

The initial inflation phase of parachute deployment is typically quitedynamic and somewhat chaotic. Therefore, a typical 2-chute parachutecluster will have more inflation difficulties than will a singleparachute, and each additional parachute added to a cluster furtherincreases the potential for a parachute to fail. Because of theseissues, a parachute cluster having more than eight 100-foot diameterparachutes is extremely unusual. Primarily, the problems begin with whatare referred to as “leading” and/or “lagging” parachutes.

If one of the parachutes in a cluster is slow to initially ingest air (a“lagging” parachute), other inflating parachutes may block its air inletarea and it may not inflate at all. If one or more parachutes in acluster fail to inflate, the rate of descent for the payload will behigher than desired. The payload may be damaged or destroyed at landing.

Conversely, if one parachute in a cluster of parachutes ingests air inadvance of the others within a cluster (a “leading” parachute), it maybecome overloaded and rupture. If another parachute then leads, it toomay overload and rupture. A chain reaction may follow until allparachutes in the cluster have catastrophically failed.

In an attempt to minimize these and other parachute inflation problems,large cargo parachutes are typically equipped with a “reefing” system toprovide some control to the initial parachute inflation stage. A typicalreefing system consists of a series of reefing rings attachedcircumferentially around the periphery of the parachute canopy, areefing line, and a reefing line cutter. The reefing line is passedthrough the reefing rings, and prevents the parachute canopy fromopening fully. Therefore, this conventional reefing system is somewhatanalogous to a set of trouser belt loops, having a belt sequentiallythreaded through them, with the belt tightly cinched until the reefingline cutter severs it. Once the reefing line is severed, the parachuteis no longer restrained by the reefing line and the parachute ispermitted to fully inflate. Even with a reefing system, however, initialinflation of individual parachutes in a parachute cluster is somewhatrandom, and many parachute failures still occur.

Additionally, typical aerial delivery operations occur at relatively lowaltitudes. Therefore, reefing line cutters having short delays, such asabout 2.0 seconds, are typically used. But, within a particular clusterof parachutes, these relatively short reefing times often do not providea sufficient time interval for the reefing systems to provide optimalcontrol of the individual parachute canopy air inlets before the reefingcutters sever their reefing lines. Delaying the disreefing event, forexample by incorporating longer delay reefing cutters, may allow moretime for the individual reefing systems to provide better initialparachute inflation control, but may also allow the payload to reach theground surface before full inflation of the parachutes can occur.Therefore, while longer reefing times may improve the success rate ofsome aerial delivery systems, the altitude from which the aerialdelivery operation occurs must be increased to allow more reefing time.This is generally an undesirable option, because most aerial deliveryoperations are conducted as part of larger military operations. Thus,factors other than parachute reefing times play a significant role inselecting the preferred aerial delivery altitude.

Therefore, it remains desirable to achieve a greater degree of controlover the inflation process for solo and/or clustered parachutes, forexample parachutes utilized for aerial delivery operations.

SUMMARY

A parachute inlet control system and methods for use are disclosed. Inan exemplary embodiment, a parachute inlet control system forfacilitating controlled inflation of a main parachute comprises aparachute component comprising an inlet parachute, a reefing componentcomprising a plurality of inlet control suspension lines coupled betweenthe inlet parachute and an anchor point and configured to couple theinlet parachute to a main parachute, and a release component comprisinga reefing cutter configured to allow separation of the inlet parachutefrom the main parachute.

In another exemplary embodiment, a method for inflating a parachutecomprises providing an inlet parachute, and coupling the inlet parachuteto a main parachute by threading inlet control suspension lines coupledto the inlet parachute through reefing rings coupled to the mainparachute. The inlet parachute is configured to inflate within the inletarea of the main parachute. The method may further comprise activating areefing cutter to allow separation of the inlet parachute from the mainparachute, allowing the inlet parachute to deflate and the mainparachute to fully inflate.

In another exemplary embodiment, a parachute system comprises a mainparachute comprising a main parachute canopy, a plurality of reefingrings coupled to the main parachute canopy, and a plurality of mainparachute suspension lines coupled to the main parachute canopy, and aninlet parachute comprising an inlet parachute canopy and a plurality ofinlet control suspension lines coupled to and between the inletparachute canopy and an anchor point. The plurality of inlet controlsuspension lines may be threaded through the plurality of reefing ringssuch that the inlet parachute is coupled to the main parachute. Theparachute system may further comprise a release component comprising areefing cutter configured to allow separation of the inlet parachutefrom the main parachute.

The contents of this summary section are provided only as a simplifiedintroduction to the disclosure, and are not intended to be used to limitthe scope of the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

With reference to the following description, appended claims, andaccompanying drawings:

FIG. 1A illustrates a bottom view of a flat circular parachute.

FIG. 1B illustrates a hemispherical parachute.

FIG. 1C illustrates various parachute air inlet shapes.

FIG. 1D illustrates a main parachute in a reefed and disreefedconfiguration in accordance with an exemplary embodiment.

FIG. 1E illustrates a block diagram of a parachute inlet control systemin accordance with an exemplary embodiment.

FIG. 2 illustrates a parachute system prepared for packing in accordancewith an exemplary embodiment.

FIG. 3A illustrates a side view of a main parachute in a reefed statecoupled to an inlet parachute in accordance with an exemplaryembodiment.

FIG. 3B illustrates a side view of a main parachute in a reefed statecoupled to an inlet parachute in another configuration in accordancewith an exemplary embodiment.

FIGS. 3C-3E illustrate a side view of a parachute system having areefing system configured to facilitate multiple reefing stages inaccordance with an exemplary embodiment.

FIG. 3F illustrates a reel configured to be used in a parachute systemhaving a reefing system configured to facilitate multiple reefing stagesin accordance with an exemplary embodiment.

FIG. 4A illustrates the inlet control suspension lines of an inletparachute coupled to the main parachute suspension lines of a mainparachute in accordance with an exemplary embodiment.

FIG. 4B illustrates the inlet control suspension lines of an inletparachute coupled to an anchor line in accordance with an exemplaryembodiment.

FIG. 5A illustrates a main parachute coupled to an inlet parachutecomprising inlet control suspension lines having proximal stops inaccordance with an exemplary embodiment.

FIG. 5B illustrates a main parachute coupled to an inlet parachutecomprising lanyards coupled between the main parachute canopy and theinlet parachute in accordance with an exemplary embodiment.

FIG. 6A illustrates a side view of a main parachute in a disreefed statecoupled to a deflated inlet parachute having inlet control suspensionlines in a first configuration in accordance with an exemplaryembodiment.

FIG. 6B illustrates a side view of a main parachute in a disreefed statecoupled to a deflated inlet parachute having inlet control suspensionlines in a second configuration in accordance with an exemplaryembodiment.

FIG. 6C illustrates a side view of a main parachute in a disreefed statecoupled to a deflated inlet parachute having inlet control suspensionlines in a third configuration in accordance with an exemplaryembodiment.

FIG. 6D illustrates a side view of a main parachute in a disreefed statecoupled to a deflated inlet parachute having inlet control suspensionlines in a fourth configuration in accordance with an exemplaryembodiment.

DETAILED DESCRIPTION

The following description is of various exemplary embodiments only, andis not intended to limit the scope, applicability, or configuration ofthe present disclosure in any way. Rather, the following description isintended to provide a convenient illustration for implementing variousembodiments including the best mode. As will become apparent, variouschanges may be made in the function and arrangement of the elementsdescribed in these embodiments without departing from the scope of theappended claims.

For the sake of brevity, conventional techniques for parachuteconstruction, grouping, deployment, recovery, reefing, disreefing,and/or the like may not be described in detail herein. Furthermore, theconnecting lines shown in various figures contained herein are intendedto represent exemplary functional relationships and/or physicalcouplings between various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical parachute inlet controlsystem.

Primarily because of construction costs, a common generally circularparachute type is constructed as a polygon, but is known as a flatcircular parachute, and is typically constructed from tapered gores 50Aforming a flat-disc parachute canopy, as depicted by FIG. 1A. The flatcircular parachute 50 canopy has an inflated diameter that is abouttwo-thirds (⅔) of its constructed diameter. However, during initialinflation, flat circular parachute 50 can momentarily “over-inflate” andnearly reach its flat-disc constructed diameter if the parachute is notreefed. This is undesirable, because very high forces are developedduring such an over-inflation occurrence. The parachute in question mayfail under the high forces. Additionally, the payload may be damaged ordisturbed.

Turning to FIG. 1B, a generally hemispherical parachute canopy, such asthe canopy of hemispherical parachute 55, may be constructed with knowngore-shaping components, for example via use of curved gores 55A.Hemispherical parachute 55 typically has a constructed diameter which isnearly equal to its inflated diameter. While a hemispherical parachuteis less prone to over-inflation than a flat circular parachute, ahemispherical parachute may still overinflate, and may also still becomea leading and/or a lagging parachute when deployed in a parachutecluster.

With reference now to FIG. 1C, a substantially circular parachute airinlet 130 is presented. Suspension line attachment points A-F are shownaround the periphery of inlet 130. Due to the somewhat chaoticconditions associated with the initial deployment of a parachute, beforethe parachute canopy skirt has become taut, a portion of the peripheryof an air inlet may partially or fully traverse a desired circular airinlet area, as illustrated by partially collapsed air inlet 140. If aportion of the periphery of partially collapsed air inlet 140 passesbetween suspension lines on another portion of the periphery ofpartially collapsed air inlet 140 (for example, if suspension lineattachment point C and/or D on partially collapsed air inlet 140 passesbetween suspension line attachment points A and B, as illustrated by thedirectional arrow in FIG. 1C), a portion of the main parachute canopymay then inflate outside what should be the parachute canopy periphery.This typically results in a parachute malfunction known as a “Mae West.”

Turning now to FIG. 1D, a parachute, such as main parachute 160, maycomprise a canopy 110 and suspension lines 115 coupled to canopy 110,for example, at the edges of canopy 110. Suspension lines 115 mayconverge (or couple to one another) at a convergence point 114, whichmay be a payload or coupled to a payload. Additionally, to help aparachute inflate in a controlled manner, a parachute system maycomprise a reefing system. A reefing system restricts the inlet size ofa parachute (e.g., main parachute 160), and thus prevents the parachutefrom fully inflating until the reefing system is released. That is, thereefing system retains main parachute 160 in a reefed configuration 105.One goal of a conventional reefing system is prevention of a leadingparachute within a parachute cluster. However, conventional reefingsystems are inefficient at this task if they do not maintain control ofthe parachute canopy inlet long enough for each canopy in a parachutecluster to form a symmetrical, fully reefed shape. Moreover,conventional reefing systems have no means to encourage a laggingparachute to catch up to any other parachute in the parachute cluster.Accordingly, a parachute inlet control system may be provided in orderto control, guide, and/or otherwise influence inflation, reefing, and/ordisreefing of one or more main parachutes.

A parachute inlet control system may be any system configured tofacilitate controlled inflation, reefing, and/or disreefing of a mainparachute. In accordance with an exemplary embodiment, and withreference to FIG. 1E, a parachute inlet control system 101 generallycomprises a parachute component 101A, a reefing component 101B, and arelease component 101C. Parachute component 101A may comprise an inletparachute that is configured to provide a force to inflate, shape,and/or otherwise facilitate, control, and/or guide opening of the intakevent of a main parachute. Reefing component 101B is coupled to parachutecomponent 101A, may comprise a plurality of inlet control suspensionlines coupled to the inlet parachute, and is configured to restrict theopening of the intake vent of a main parachute beyond a desired point(for example, beyond a desired intake vent diameter, size and/or area).Release component 101C is coupled to parachute component 101A and/orreefing component 101B, and is configured to sever, cut, and/orotherwise facilitate at least partial separation of parachute inletcontrol system 101 from a main parachute.

Through use of a parachute inlet control system, such as parachute inletcontrol system 101 in FIG. 1E, various shortcomings of conventionalparachutes and parachute clusters may be overcome. Leading and laggingparachutes may be reduced and/or eliminated. Over-inflation of circularparachutes may be prevented. “Mae West” malfunctions and other parachuteinlet anomalies may be reduced and/or prevented. Additionally, parachuteinlet control system 101 may be configured to enable these benefits formain parachutes lacking a center line, as well as for main parachuteshaving a center line.

Certain principles of the present disclosure are related to principlesdisclosed in U.S. Pat. Nos. 8,096,509 and 8,210,479, each to Fox, thecontents of which are hereby incorporated by reference in their entiretyfor all purposes (except for any definitions, subject matter disclaimersor disavowals, and except to the extent that the incorporated materialis inconsistent with the express disclosure herein, in which case thelanguage in this disclosure controls).

With reference to FIG. 2, a parachute system 200 is depicted in aconfiguration prepared for packing. Parachute system 200 may comprise amain parachute comprising a main parachute canopy 210, main parachutesuspension lines 215 being coupled to main parachute canopy 210 at aproximal main suspension line end and extending in a downward direction112. “Downward direction,” as used herein, may refer to the generaldirection in which main parachute suspension lines extend from the mainparachute canopy to a coupled payload when the main parachute is inoperation (i.e., inflated to deliver a payload). Main parachutesuspension lines 215 may comprise distal main line ends 216, which mayconverge at a convergence point 214 and/or couple to a payload.Convergence point 214 may be a payload, or coupled to a payload. Invarious embodiments, main parachute suspension lines 215 may couple toeach other at convergence point 214 (e.g., directly, or via a loop orthe like), and/or may couple to a payload. Reefing rings 220 may becoupled to or comprised in (e.g., disposed through) main parachutecanopy 210, or at any other suitable location on the main parachute(e.g., on main parachute suspension line 215, other components coupledto main parachute canopy 210, etc.). In various embodiments, lanyardsmay be coupled to main parachute canopy 210, and the lanyards maycomprise reefing rings (similar to reefing rings 220) coupled to distalends of the lanyards.

Parachute system 200 may further comprise a parachute inlet controlsystem comprising an inlet parachute 250 and inlet control suspensionlines 260 coupled to inlet parachute 250 and extending in downwarddirection 112. As used herein, “inlet parachute” may refer to the inletparachute canopy, or the inlet parachute comprising a canopy and inletcontrol suspension lines. Inlet control suspension lines 260 each maycomprise a proximal inlet suspension line end 262 coupled to inletparachute 250 and a distal inlet suspension line end 264 coupled to ananchor point on parachute system 200 in the downward direction 112 frominlet parachute 250. A distal inlet suspension line end 264 may be thepoint at which inlet control suspension lines 260 couple to the anchorpoint, which may or may not be at an end of inlet control suspensionlines 260. The anchor point may be any point of parachute system 200 towhich distal inlet suspension line ends 264 of inlet control suspensionlines 260 couple such that, during operation, inlet parachute 250 iscoupled to main parachute canopy 210 and may inflate. The anchor pointmay be configured to couple to distal inlet suspension line ends 264 andhold distal inlet suspension line ends 264 in place in response to inletcontrol suspension lines 260 being under tension, for example duringoperation of a parachute inlet control system. The anchor point may becoupled to at least one of inlet parachute 250 and/or main parachutecanopy 210 (e.g., by being disposed on a suspension line, deflationline, anchor line, or the like). For example, the anchor point to whichdistal inlet suspension line ends 264 couple may be coupled to and/ordisposed on main parachute suspension lines 215. Distal inlet suspensionline ends 264 of inlet control suspension lines 260 each may comprise adistal loop 265 to facilitate coupling to the anchor point. In variousembodiments, main parachute suspension lines 215 may comprise couplingloops to facilitate coupling to inlet control suspension lines 260,and/or to any other suitable component of parachute system 200 (e.g., adeflation line or anchor line).

In various embodiments, parachute system 200 may comprise a deflationline 202 coupled to inlet parachute 250 and extending in downwarddirection 112. The end of deflation line 202 not coupled to inletparachute 250 may be coupled to a payload, a main parachute suspensionline 215, or any other point to anchor deflation line 202. Deflationline 202 may be configured to restrict the movement of inlet parachute250 after separation from main parachute canopy 210 so inlet parachute250 does not contact main parachute canopy 210 (e.g., as a ball of highpressure air) and may deflate without running the risk of damaging mainparachute canopy 210.

In various embodiments, parachute system 200 may comprise a retentionline 205 coupled to, and extending between, main parachute canopy 210and inlet parachute 250. Retention line 205 may be coupled to an apex ofinlet parachute 250 and/or main parachute canopy 210. Retention line 205may be configured to maintain inlet parachute 250 within main parachutecanopy 210 after deflation of inlet parachute 250. As such, inletparachute 250 may remain with parachute system 200 for easy recovery.Retention line 205 may be designed such that there is slack in retentionline 205 between main parachute canopy 210 and inlet parachute 250 (asdepicted in FIG. 2) allowing inlet parachute 250 to fully inflate duringoperation of parachute system 200. In various embodiments, a parachutesystem may not comprise a retention line.

FIGS. 3A and 3B depict parachute systems 300A and 300B, respectively.Elements with the like element numbering as depicted in other figuresthroughout, are intended to be the same and may not be repeated for thesake of clarity. Main parachute canopy 210 may be in a reefedconfiguration (similar to reefed configuration 105 depicted in FIG. 1D)caused by the inflation of inlet parachute 250 and inlet parachute 250being coupled to main parachute canopy 210 by reefing rings 220 andinlet control suspension lines 260. Parachute inlet control systems 301Aand 301B in parachute systems 300A and 300B, respectively, may compriseinlet parachute 250, inlet control suspension lines 260 coupled to inletparachute 250 and threaded through reefing rings 220 coupled to ordisposed through main parachute canopy 210. Proximal inlet suspensionline ends 262 may be coupled to inlet parachute 250, and distal inletsuspension line ends 264 may be coupled to an anchor point. The anchorpoint, for example, may be coupled to and/or disposed on main parachutesuspension lines 215, as depicted in parachute system 300A in FIG. 3A.As another example, the anchor point may be coupled to and/or disposedon a deflation line, such as deflation line 202A depicted in FIG. 3A,deflation line 202B depicted in FIG. 3B, and/or deflation line 202depicted in FIG. 2. As yet another example, the anchor point may be apayload or coupled to and/or disposed on a payload.

In various embodiments, the deflation line may be coupled to mainparachute suspension lines 215 (e.g., via a loop coupled to thedeflation line and/or main parachute suspension lines 215), as depictedin FIG. 3A. In various embodiments, the deflation line may be coupled toan anchor line 203, as depicted in FIG. 3B. Anchor line 203 anddeflation line 202B may be two separate lines coupled together (e.g., bya loop on anchor line 203 and/or deflation line 202B), or anchor line203 and deflation line 202B may form a single line, such as deflationline 202, depicted in FIG. 2. In various embodiments, anchor line 203may be separate from the deflation line, and may be a line to whichdistal inlet suspension line ends 264 (or their distal loops 265) couple(e.g., to provide an anchor point). In various embodiments, a parachutesystem may not comprise a deflation line.

With continued reference to FIGS. 3A and 3B, in response to parachutesystems 300A or 300B being deployed, inlet parachute 250 may inflate.Inlet parachute 250 may comprise any component, structure, materials,and/or mechanisms configured to apply a force to an inlet vent of mainparachute canopy 210. In accordance with an exemplary embodiment, inletparachute 250 comprises a hemispherical or conical parachute. In anotherexemplary embodiment, inlet parachute 250 comprises a semisphericalcruciform parachute, for example a parachute disclosed in U.S. Pat. No.7,261,258 to Fox. Moreover, inlet parachute 250 may comprise anysuitable parachute configured to inflate in the inlet area of mainparachute canopy 210.

In an exemplary embodiment, inlet parachute 250 comprises nylon fabric.Additionally, inlet parachute 250 may comprise polyethyleneterephthalate (e.g., Dacron®), ultra-high molecular weight polyethelyne(e.g., Spectra®), poly paraphenylene terephthalamide (e.g., Kevlar®),and/or other high-modulus aramid fibers, and the like. For example,inlet parachute 250 may comprise nylon gores coupled to Kevlar® fabricreinforcing portions in various locations. Moreover, inlet parachute 250may comprise any suitable material or combination of materialsconfigured to inflate in response to movement through an air stream.

In an exemplary embodiment, inlet parachute 250 is coupled to reefingrings 220 via inlet control suspension lines 260. Moreover, inletparachute 250 may be coupled to main parachute canopy 210 via anysuitable mechanism and/or at any suitable location configured to causethe inlet area of main parachute canopy 210 to expand to and/or assume adesired shape.

In accordance with various exemplary embodiments, inlet parachute 250may be customized for use with a particular main parachute and/orpayload. For example, inlet parachute 250's size, shape, configuration,material, vent size, vent location, and/or the like may be configuredbased on a desired inflation time for main parachute canopy 210.Moreover, inlet parachute 250 may be configured based on any suitablecriteria as determined by a user, for example payload size, payloadweight, deployment velocity, inlet size of main parachute canopy 210,and/or the like.

Inlet control suspension lines 260 may comprise any suitable material,fabric, rope, cord, and/or the like, configured to releasably coupleinlet parachute 250 and main parachute canopy 210. In accordance with anexemplary embodiment, inlet control suspension lines 260 comprisehigh-strength cord coupled to inlet parachute 250 and main parachutecanopy 210 through reefing rings 220. In various exemplary embodiments,inlet control suspension lines 260 comprise Spectra® fiber. In otherexemplary embodiments, inlet control suspension lines 260 compriseKevlar® fiber. Moreover, inlet control suspension lines 260 may compriseany suitable configuration, shape, length, thickness, mass, density,and/or material configured to couple inlet parachute 250 to mainparachute canopy 210 and/or reefing rings 220.

In accordance with an exemplary embodiment, each inlet controlsuspension line 260 may comprise a distal loop 265 to couple to ananchor point. Inlet parachute 250 is coupled to main parachute canopy210 via inlet control suspension lines 260 threading through reefingrings 220 and coupling to an anchor point. In this manner, inletparachute 250 may be secured to main parachute canopy 210 and/or reefingrings 220 in a stable configuration. Additionally, in this manner inletparachute 250 may be rapidly separated from main parachute canopy 210and/or reefing rings 220 responsive to function of a reefing cuttersevering the coupling of inlet control suspension lines 260 from theanchoring point.

Reefing rings 220 may comprise any suitable structure, material, shape,size, and/or configuration to facilitate coupling a main parachutecanopy 210 to an inlet parachute 250. In accordance with an exemplaryembodiment, a plurality of reefing rings 220 are coupled to mainparachute canopy 210 around the periphery of the main parachute canopy210 air inlet. Reefing rings 220 may comprise metal (e.g., aluminum,steel, titanium, magnesium, and the like, and/or alloys and combinationsof the same), plastic, composite, textile, or any other suitablematerial configured to couple with inlet control suspension lines 260.Reefing rings 220 may be located in any suitable location on mainparachute canopy 210. For example, a reefing ring 220 may be located onthe main parachute skirt 211 of main parachute canopy 210 at thejunction of each radial seam, and/or between adjacent gores and asuspension line. In an exemplary embodiment, one reefing ring 220 isprovided for each gore of main parachute canopy 210. In anotherexemplary embodiment, two reefing rings 220 are provided for each goreof main parachute canopy 210. Moreover, any suitable number of reefingrings 220 may be coupled to main parachute canopy 210 in order tofacilitate coupling of main parachute canopy 210 to inlet parachute 250and/or to control the inflation of main parachute canopy 210.

In various exemplary embodiments, inlet control suspension lines 260 arethreaded through reefing rings 220. In an exemplary embodiment, inletcontrol suspension line 260 is threaded through one reefing ring 220.

Main parachute canopy 210 may comprise any suitable material orcombination of material in any suitable configuration to slow thedescent of a desired payload. In accordance with an exemplaryembodiment, main parachute canopy 210 is configured to slow the descentof a payload through the atmosphere. In various exemplary embodiments,main parachute canopy 210 may be a flat circular parachute, ahemispherical parachute, a cruciform parachute, a conical parachute, orthe like. Main parachute canopy 210 may be deployed alone, or may bepart of a parachute cluster. Moreover, main parachute canopy 210 may beconfigured with any suitable components to enable use with a parachuteinlet control system, as desired. Main parachute canopy 210 is furtherconfigured to inflate responsive to operation of one or more reefingcutters.

Parachute inlet control systems 301A and 301B in parachute systems 300Aand 300B, respectively, may further comprise a release component (e.g.,release component 101C depicted in FIG. 1E). With further reference toFIGS. 4A and 4B, the release component may comprise a reefing cutter 212and/or a cut loop 274. Reefing cutter 212 may comprise any suitablemechanism configured to facilitate at least partial separation of inletparachute 250 and main parachute canopy 210, for example by severing cutloop 274. Activation of reefing cutter 212 may initiate a disreefingevent in which inlet parachute 250 is decoupled from main parachutecanopy 210 such that inlet parachute 250 deflates and main parachutecanopy 210 may fully inflate.

As depicted in FIGS. 4A and 4B, inlet control suspension lines 260 maybe coupled to cut loop 274 at distal inlet suspension line ends 264.Inlet control suspension lines 260 may be coupled to cut loop 274 bydistal loops 265 on distal inlet suspension line ends 264. As depictedin FIG. 4A, cut loop 274 may provide an anchor point for inlet controlsuspension lines 260, as discussed herein, by coupling to main parachutesuspension lines 215, and/or to coupling loops 217 coupled to and/ordisposed on main parachute suspension lines 215 (e.g., as depicted inFIGS. 2 and 3A). Reefing cutter 212 may be coupled to inlet controlsuspension lines 260 (e.g., directly, or via cut loop 274), for exampleat distal inlet suspension line ends 264. Reefing cutter 212 may becoupled to cut loop 274. Reefing cutter 212 may sever cut loop 274, andin response, inlet control suspension lines 260 may be decoupled fromtheir anchor point on main parachute suspension lines 215, decouplinginlet parachute 250 from main parachute canopy 210, and allowing inletparachute 250 to deflate and main parachute canopy 210 to fully inflateinto a disreefed configuration 107 (as depicted in FIG. 1D). As depictedin FIG. 4B, cut loop 274 may provide an anchor point for inlet controlsuspension lines 260, as discussed herein, by coupling to anchor line203 (and/or a deflation line), and/or to a coupling loop 218 coupled toand/or disposed on anchor line 203 (or a deflation line, e.g., asdepicted in FIG. 3B). In various embodiments, cut loop 274 may becoupled to anchor line 203, a deflation line, and/or one or more mainparachute suspension lines 215. Reefing cutter 212 may also be coupledto cut loop 274. Reefing cutter 212 may sever cut loop 274, and inresponse, inlet control suspension lines 260 may be decoupled from theiranchor point on anchor line 203 (or a deflation line), decoupling inletparachute 250 from main parachute canopy 210, and allowing inletparachute 250 to deflate and main parachute canopy 210 to fully inflateinto a disreefed configuration 107 (as depicted in FIG. 1D).

In various embodiments, one or more inlet control suspension lines 260may have separate anchor points, and one or more cut loops 274 may becoupled to each inlet control suspension line 260. A parachute systemmay have any suitable number of anchor points which allow the couplingof inlet parachute 250 to main parachute canopy 210, and any suitablenumber of cut loops 274 and reefing cutters 212. A reefing cutter 212may be coupled to each cut loop 274 and/or each inlet control suspensionline 260, such that the activation of each reefing cutter 212 mayrelease the respective inlet control suspension line(s) 260.

In accordance with an exemplary embodiment, reefing cutter 212 comprisesa pyrotechnic charge configured to force a blade through a cord. Inaccordance with various exemplary embodiments, reefing cutter 212 isconfigured to sever cut loop 274 between approximately 1.5 seconds and5.0 seconds after main parachute canopy 210 is deployed. In anotherexemplary embodiment, reefing cutter 212 is configured to sever cut loop274 about 2.0 seconds after main parachute canopy 210 is deployed,wherein the term “about,” as used in this context, means plus or minus0.5 second. Moreover, reefing cutter 212 may be configured to sever cutloop 274 at any suitable time configured to facilitate a desiredinflation profile for main parachute canopy 210, and the examplesprovided herein are by way of illustration and not of limitation.

Additionally, reefing cutter 212 may be configured for remote operation.For example, reefing cutter 212 may be configured with wirelesscommunication components allowing a user to send an operative command,for example an activation command, to reefing cutter 212 and/or othercomponents of the parachute inlet control system. In this manner, a usermay monitor the inflation of a main parachute canopy 210, and maytrigger operation of reefing cutter 212 once a desired inflation profilefor main parachute canopy 210 has been achieved. Additionally, a usermay monitor the inflation of multiple main parachute canopies 210configured as a parachute cluster, and may trigger operation of one ormore reefing cutters 212 at a desired time, for example once all mainparachute canopies 210 in the parachute cluster have achieved a desiredinflation profile. Reefing cutter 212 may also be configured to activateafter a predetermined time period (for example, 10 seconds) if anoperative command has not been received. Reefing cutter 212 may furtherbe configured to be activated responsive to any suitable condition, forexample altitude of a payload, velocity of a payload, atmosphericpressure, temperature, and/or the like, as desired.

With reference to FIGS. 3A and 3B, and in accordance with variousexemplary embodiments, parachute canopies generally inflate by allowingair to enter the bottom of the parachute canopy. The air is then trappedinside the canopy, forming a bubble at the parachute top that growslarger and larger, inflating and pressurizing the parachute canopy fromtop to bottom. Thus, at least partially blocking the air inlet into thecanopy of a parachute, for example main parachute canopy 210, bycoupling an inlet parachute 250 in this area may seem to be the exactopposite of what is needed to encourage a speedy reefed inflation ofmain parachute canopy 210. However, small parachutes, such as inletparachute 250, inflate much more rapidly than large parachutes.Therefore, a small parachute strategically positioned inside the airinlet of main parachute canopy 210 can rapidly inflate and quickly forcethe air inlet of main parachute canopy 210 into a desirable shape. Thisis especially true if inlet parachute 250 is constructed of lowpermeability fabric. Moreover, because inlet control suspension lines260 coupled to inlet parachute 250 allow the inlet of main parachutecanopy 210 to spread to a somewhat larger diameter than that of inletparachute 250, high velocity air flows around inlet parachute 250, forexample in a perpendicular airflow pattern, and fills main parachutecanopy 210.

Because the perpendicular component of the air flow around inletparachute 250 rapidly forces the skirt of main parachute canopy 210 intoa desirable shape, main parachute canopy 210 becomes configured toingest air more uniformly, and thus more rapidly, with inlet parachute250 in place than without inlet parachute 250 in place. Further, such anapproach is very effective in preventing lagging main parachutes in aparachute cluster. In a parachute cluster having main parachutesequipped with a parachute inlet control system, each main parachutecanopy air inlet rapidly forms a desirable shape almost simultaneously.

However, with reference to FIGS. 5A and 5B, during inflation of inletparachute 250 and main parachute canopy 210, main parachute canopy 210may create more and more drag, causing main parachute suspension lines215 to stretch or expand. This may decrease the distance (e.g.,horizontal distance) between inlet parachute skirt 253 and mainparachute skirt 211, causing less area for air to flow around inletparachute 250 and into main parachute canopy 210. Parachute systems 500Aand 500B, depicted in FIGS. 5A and 5B, respectively, may comprisecomponents to provide a minimum distance between inlet parachute skirt253 and main parachute skirt 211, such that the distance may not becometoo small and inhibit airflow into main parachute canopy 210. Inaccordance with an exemplary embodiment, as depicted in FIG. 5A, inletcontrol suspension lines 560 may comprise an inlet proximal stop 263coupled to inlet control suspension lines 560 above (i.e., in adirection opposite of downward direction 112) reefing rings 220. Inletproximal stop 263 may be disposed on inlet control suspension lines 560at any suitable spacing distance 562 below (i.e., in downward direction112) inlet parachute skirt 253 such that the distance between inletparachute skirt 253 and main parachute skirt 211 may not decreasesmaller than such spacing distance 562. That is, as main parachutecanopy 210 inflates and possibly expands, main parachute suspensionlines 215, reefing rings 220, through which inlet control suspensionlines 560 are threaded, will move up (opposite downward direction 112)inlet control suspension lines 560, but cannot get closer to inletparachute skirt 253 than spacing distance 562.

In accordance with an exemplary embodiment, as depicted in FIG. 5B,lanyards 523 may be coupled to main parachute canopy 210 at one end, andat a distal lanyard end, a reefing ring 520 (similar to reefing rings220 in FIGS. 3A and 3B) may be coupled to lanyard 523. Lanyards 523 maybe coupled to any suitable components such as main parachute suspensionlines 215. Inlet control suspension lines 260 may be threaded throughreefing rings 520 to couple inlet parachute 250 to main parachute canopy210. In various embodiments, the length of inlet control suspensionlines 260 may be approximately (i.e., within 10%) equal to the portionof main parachute suspension lines 215 corresponding to the length ofinlet control suspension lines 260. Lanyards 523 may be any suitablelanyard length 511 to allow inlet parachute 250 to move relative to mainparachute skirt 211 without significantly affecting the spacing betweeninlet parachute skirt 253 and main parachute skirt 211. Thus, there willbe a suitable amount of space for air to bypass inlet parachute 250 andflow into main parachute canopy 210.

In various embodiments, inlet parachute skirt 253 may be disposed higherthan (i.e., in a direction opposite from downward direction 112) mainparachute skirt 211. Such a disposition may be achieved by inlet controlsuspension lines 260 and main parachute suspension lines 215 havingappropriate lengths. As such, air bypassing inlet parachute 250 andflowing perpendicular thereto into main parachute skirt 211 may forcemain parachute skirt 211 outward, causing the inlet of main parachutecanopy 210 to increase and main parachute canopy 210 may receive moreair. Therefore, the lengths of the inlet control suspension lines (e.g.,inlet control suspension lines 260), in various embodiments, may belonger than the lengths of the relevant portions of main parachutesuspension lines 215 corresponding to the inlet control suspension linesto achieve such a configuration.

Additionally, the canopy of inlet parachute 250 can be equipped with oneor more vent holes configured to flow air therethrough and into mainparachute canopy 210. Thus, inlet parachute 250 does not block air flowinto main parachute canopy 210, because inlet parachute 250 rapidlybecomes centered in the inlet of main parachute canopy 210, and thus atleast partially controls, guides, and/or directs air flow into mainparachute canopy 210.

Further, with reference again to FIGS. 3A, 3B, 4A, and 4B, because inletcontrol suspension lines 260 of inlet parachute 250 are secured to mainparachute canopy 210 and/or reefing rings 220 until reefing cutter 212severs cut loop 274, the parachute inlet control system also serves thefunction of a conventional reefing line, and thus prevents mainparachute canopy 210 from initially over-inflating or otherwisespreading excessively and becoming a leading parachute. Therefore, anexemplary parachute inlet control system facilitates greater control ofthe inflation and/or operation of main parachute canopy 210. Further,the inflation, reefing, and disreefing events of one or more mainparachutes within a parachute cluster may thus achieve a degree ofsynchronization beyond that which is possible with typical clusteredparachute systems.

With additional reference to FIGS. 6A-6D, in response to reefing cutter212 being activated, a disreefing event occurs, and the coupling betweeninlet parachute 250 and main parachute canopy 210 is severed becauseinlet control suspension lines 260 are no longer anchored to an anchorpoint (e.g., to the main parachute or payload). Therefore, inletparachute 250 deflates, as seen in the configuration of inlet parachute250 depicted in FIGS. 6A-6D, pulling inlet control suspension lines 260upward (in a direction opposite of downward direction 112). Thedeflation of inlet parachute 250 allows main parachute canopy 210 tofully inflate (as depicted in FIGS. 6A-6D).

The inlet control suspension lines (e.g., inlet control suspension lines260 in FIGS. 3A and 3B) of a parachute inlet control system may comprisedifferent configurations to facilitate such a disreefing event. Withreference to FIG. 6A depicting parachute system 600A, inlet controlsuspension lines 260 may comprise distal loops 265 coupled to distalinlet suspension line ends 264. As described herein, distal loops 265may facilitate coupling inlet control suspension lines 260 to an anchorpoint and/or a cut loop (e.g., cut loop 274 in FIGS. 4A and 4B). Distalloops 265 may be configured to pass through reefing rings 220 inresponse to a disreefing event and deflation of inlet parachute 250.Distal loops 265 may comprise a soft material such that distal loops 265may deform during a disreefing event to fit through reefing rings 220.Therefore, for preparing parachute system 600A for reuse, inlet controlsuspension lines 260 may be re-threaded through respective reefing ringsand coupled to an anchor point.

With reference to FIG. 6B depicting parachute system 600B, inlet controlsuspension lines 660B may be threaded through reefing rings 220, andcomprise distal stops 663 coupled to distal inlet suspension line ends664B. Inlet control suspension lines 660B may also comprise distal loopsto facilitate coupling to an anchor point, or distal stops 663 may bedistal loops. Distal stops 663 may allow inlet control suspension lines660B to pass through reefing rings 220 in response to a disreefingevent, but may prevent the entire length of inlet control suspensionlines 660B from traveling therethrough. Distal stops 663 may be anyobject that is larger than a dimension of reefing rings 220 such thatdistal stops 663 may not pass through reefing ring 220. Therefore, forpreparing parachute system 600B for reuse, inlet control suspensionlines 660B may already be threaded through respective reefing rings 220,but the remaining length of inlet control suspension lines 660B may needto be threaded through reefing rings 220 and coupled to an anchor point.

With reference to FIG. 6C depicting parachute system 600C, inlet controlsuspension lines 660C may be threaded through reefing rings 220, andcomprise distal stop loops 667 coupled to distal inlet suspension lineends 664C. Distal stop loops 667 may encircle main parachute suspensionlines 215, such that, in response to a disreefing event, the length ofinlet control suspension lines 660C travel upward through reefing rings220, but distal stop loops 667 may prevent the entire length of inletcontrol suspension lines 660C from traveling therethrough. Distal stoploops 667 prevent further movement of inlet control suspension lines660C through reefing rings 220 because distal stop loops 667 may travelno further up main parachute suspension lines 215 than the point atwhich main parachute canopy 210 meets main parachute suspension lines215. Inlet control suspension lines 660C may also comprise distal loopsto facilitate coupling to an anchor point, or distal stop loops 667 maybe the distal loops simply wrapped around main parachute suspensionlines 215. Therefore, for preparing parachute system 600C for reuse,inlet control suspension lines 660C may already be threaded throughrespective reefing rings 220, but the remaining length of inlet controlsuspension lines 660C may need to be threaded through reefing rings 220and coupled to an anchor point.

With reference to FIG. 6D depicting parachute system 600D, inlet controlsuspension lines 660D may be threaded through reefing rings 220. Inletcontrol suspension lines 660D may be coupled to one another at distalinlet suspension line ends 664D, for example, by coupling distal loopscomprised on distal inlet suspension line ends 664D. The distal loopscomprised on distal inlet suspension line ends 664D may be coupled by acoupling loop 662. Coupling loop 662 may be disposed around deflationline 202. In various embodiments, the distal loops comprised on distalinlet suspension line ends 664D may be disposed around a line, such asdeflation line 202 or an anchor line without a separate coupling loop.In response to a disreefing event, a length of inlet control suspensionlines 660D travels upward through reefing rings 220, until distal inletsuspension line ends 664D has reached the furthest upward pointpossible, at which point, any further length of inlet control suspensionlines 660D is prevented from traveling through reefing rings 220.Accordingly, for preparing parachute system 600D for reuse, inletcontrol suspension lines 660D may already be threaded through respectivereefing rings 220, but the remaining length of inlet control suspensionlines 660D may need to be threaded through reefing rings 220 and coupledto an anchor point. But, in parachute system 600D, all inlet controlsuspension lines 660D may be moved to an anchor point with a singlemotion because they are all coupled together, or to a common line (e.g.,deflation line 202 and/or an anchor line).

The parachute inlet control systems described herein comprising inletcontrol suspension lines coupled to an anchor point provide much simplerreefing systems. Preparing a parachute system comprising a parachuteinlet control system for reuse may be a complicated endeavor, but thesystems described herein, wherein inlet control suspension lines aresimply threaded through reefing rings and coupled to an anchor point,can easily be reset for subsequent uses.

As noted previously, even a single parachute can suffer from lack ofcanopy air inlet control during the initial inflation phase, which canlead to a parachute malfunction, parachute damage, and/or loss of ordamage to a payload. Accordingly, a parachute inlet control system, asdescribed herein, may be coupled to a single main parachute to provideimproved inflation and disreefing control.

Additionally, a parachute inlet control system, such as parachute inletcontrol system 301A, 301B, 301C, depicted in FIGS. 3A, 3B, and 3C-3E,respectively, may be configured to facilitate multiple reefing stagesfor a parachute, for example main parachute canopy 210. In accordancewith various exemplary embodiments, a parachute inlet control system mayfunction as the first reefing stage of main parachute canopy 210.Additional reefing systems may be provided on main parachute canopy 210to obtain a multi-stage reefed inflation (e.g., a parachute inletcontrol system may comprise and/or facilitate multiple reefing stages).For example, main parachute canopy 210 may also be coupled to a secondreefing line (e.g., a second stage of inlet control suspension linesand/or a second stage anchor line) that is longer than the respectivelines for the first reefing stage. To progress to a subsequent reefingstage, the line(s) of the previous or current reefing stage may besevered or otherwise released. In this way, main parachute canopy 210may achieve a multi-stage reefed inflation responsive to operation of aparachute inlet control system and one or more additional reefing lines,allowing main parachute canopy 210 to achieve a fully inflatedconfiguration in stages. Multi-stage inflation may be highly desirable,for example when main parachute canopy 210 is deployed when theassociated payload is traveling at a high velocity.

Along similar lines, in various embodiments, to achieve multiple reefingstages, a reefing line or lines may be coupled to main parachute canopy210, inlet parachute 250, and/or inlet control suspension lines 260. Thereefing line may be provided with additional length other than thelength under tension in a first reefing stage, such that to achieve asubsequent reefing stage, at least a portion of the additional length ofthe reefing line may be released, increasing the length of reefing lineunder tension. Such an increase in reefing line length may cause anadditional portion of inlet control suspension lines 260 to travelupward through reefing rings 220, allowing main parachute skirt 211 toexpand into a larger shape in the subsequent reefing stage than that ofa previous reefing stage. For example, with reference to FIG. 3F, anchorline 203F (operative as a reefing line) may comprise additional lengthwrapped around reel 204F, or other device configured to control therelease of additional anchor line length. Reel 204F may periodically orcontinuously release additional anchor line length to allow theparachute inlet control system to achieve subsequent reefing stages, ora gradually expanding reefing configuration. For example, reel 204F maycomprise a disc brake configured to retain the additional anchor linelength and release such line when desired. Reel 204F or other device torelease additional anchor line length may be controlled mechanicallyand/or electronically, such as by remote control (e.g., using radiofrequencies), and/or additional anchor line length may be released(e.g., automatically and/or on command) based on the payload altitude,velocity, atmospheric pressure, temperature, and/or the like.

In various embodiments, the reefing line, as discussed above, may be anysuitable line (e.g., an anchor line, a retention line, inlet controlsuspension lines, and/or the like) which may be lengthened to extend theinlet parachute (e.g., inlet parachute 250) upward allowing mainparachute skirt 211 to expand into a larger shape and main parachute 210to inflate more fully.

In various embodiments, with additional reference to FIGS. 3C-3E, aparachute inlet control system, such as parachute inlet control system301C depicted in FIGS. 3C-3E, may be configured to facilitate multiplereefing stages for a parachute, for example main parachute canopy 210,via slack portions in the anchor line (e.g., anchor line 203C). Anchorline 203C may comprise one or more slack portions, such as slackportions 204A and 204B depicted in FIG. 3C. Slack portions 204A and 204Bmay be portions of anchor line 203C that are pinched by a line retentionelement (e.g., line retention elements 201A and 201B associated withslack portions 204A and 204B, respectively), such that anchor line 203Cis shortened by the slack portions. Line retention elements (e.g., lineretention elements 201A and 201B) may be a string, cord, or any othersuitable structure, configured to couple two points of the anchor line(i.e., pinch two non-adjacent points) to form the slack portions (e.g.,slack portions 204A and 204B). The line retention elements may becoupled to the anchor line at one or more points. There may be anysuitable number of slack portions on an anchor line in a parachute inletcontrol system, each formed by a line retention element.

In various embodiments, parachute inlet control system 301C may comprisea line release component coupled to one or more line retention elements.In various embodiments, each line retention element may have a linerelease component coupled thereto. The line release component may beconfigured to sever the respective line retention element, or otherwiserelease the line comprised in the respective slack portion(s). The linerelease component may be similar to release component 101C, for example,a reefing cutter including any suitable configuration (remote-activated,timer-based, activated based on payload altitude, velocity, atmosphericpressure, temperature, and/or the like, etc.), discussed herein. Forexample, a reefing cutter may be coupled to each line retention elementand configured to sever a respective line retention element. In responseto such a severing, the line retention element may no longer pinch theportion of the anchor line forming the respective slack portion, thusallowing the slack portion to be brought under tension with the rest ofthe anchor line, adding length to the anchor line.

As an example of the operation of a parachute system having slackportions in the anchor line, as depicted in FIGS. 3C-3E, parachutesystem 300C may be in a first reefing stage 291C, wherein inletparachute 250 is inflated and allows main parachute skirt 211 to open toa first size, giving main parachute canopy 210 a corresponding firstreefing stage shape. Both slack portions 204A and 204B (and/or any othersuitable number of slack portions) are disposed on anchor line 203C. Inresponse to a line release component severing or otherwise releasing oneor more of the slack portions, for example, severing line retentionelement 201A for slack portion 204A, the anchor line length comprised inslack portion 204A may be released from being pinched in slack portion204A to join the rest of the length of anchor line 203C under tension,as shown in FIG. 3D, causing parachute system 300C to assume a secondreefing stage 291D. That is, in response to the release of slack portion204A by line retention element 201A (e.g., by being severed), the lengthof anchor line between an anchor point or convergence point 214 (at thebottom of anchor line 203C) and a distal loop 265 or other upper pointof anchor line 203C increases by the length of slack portion 204A, whichat this point in the example, is now released and under tension. FIG. 3Ddepicts severed portions of line retention element 201A. With anchorline 203C extended by the length of slack portion 204A, a portion ofinlet control suspension lines 260 may move upwardly through reefingrings 220. Therefore, parachute system 300C assumes a second reefingstage 291D allowing main parachute skirt 211 to expand to a second sizelarger than the first size, giving main parachute 210 a correspondingsecond reefing stage shape.

Continuing with the example above, a second line retention element(e.g., line retention element 201B) may be severed or otherwise releaseanother slack portion (e.g., slack portion 204B). The release of anotherslack portion may be a result of a command (e.g., communicated to theline release component by remote), operation of a timer, and/or a changein payload altitude, velocity, atmospheric pressure, temperature, or thelike, and/or may be to allow the parachute system to assume a subsequentreefing stage. For example, referring to FIGS. 3D and 3E, line retentionelement 201B may be severed (severed line retention element 201B shownin FIG. 3E), releasing the anchor line comprised in slack portion 204Bfrom being pinched in slack portion 204B to join the rest of the lengthof anchor line 203C under tension, as shown in FIG. 3E, causingparachute system 300C to assume a third reefing stage 291E. With anchorline 203C extended by the length of slack portion 204B, a portion ofinlet control suspension lines 260 may move upwardly through reefingrings 220 (resulting in anchor line 203C being extended by the length ofboth slack portions 204A and 204B). Therefore, parachute system 300Cassumes a third reefing stage 291E allowing main parachute skirt 211 toexpand to a third size larger than the first size or the second size.

It will be appreciated that, in various exemplary embodiments, linereleasing components of multiple parachute systems may receive a signalfrom a single command source, and take synchronized action responsivethereto, in order to effect synchronized payout of an anchor line (e.g.,anchor line 203C). Moreover, it will be appreciated that anyreefing/disreefing components described herein may receive a signal froma single command source, and take synchronized action responsivethereto, in order to effect synchronized payout of an anchor line (e.g.,anchor line 203C) in multiple parachutes in a parachute cluster. In thismanner, leading and/or lagging parachutes in a parachute cluster may bemore effectively eliminated, and inflation of parachutes in a parachutecluster may be made more uniform, controlled, and reliable.

In various embodiments, a parachute system may comprise a parachuteinlet control system having any suitable number of reefing stages, whichmay occur in sequence, enlarging the shape of a main parachute skirt(e.g., main parachute skirt 211), and further inflating the mainparachute with each subsequent reefing stage. The reefing stages mayoccur until the main parachute is ready to be fully inflated. In variousembodiments, more than one slack portion, or other additional length ofa reefing line, in an inlet parachute inlet control system may bereleased at a time. In various embodiments, a number less than the totalnumber of possible reefing stages may be completed during parachutedeployment before the reefing process is ceased and/or before the mainparachute is fully inflated.

In general, the coupling of one or more reefing rings to the skirt of amain parachute may be a weak link in the resulting parachute assembly.Stated another way, responsive to a sufficient force, one or morereefing rings may be ripped away from the main parachute.

Additionally, a main parachute may be configured without a reefing ringat one or more locations. Accordingly, a parachute inlet control systemmay be configured to reduce the force on one or more reefing ringsassociated with a main parachute and/or to interface with a mainparachute having one or more locations without a reefing ring. Incertain exemplary embodiments, a parachute inlet control system isconfigured to interface with a main parachute having no reefing rings.

As will be appreciated by one of ordinary skill in the art, principlesof the present disclosure may be reflected in a computer program producton a tangible computer-readable storage medium having computer-readableprogram code means embodied in the storage medium. Any suitablecomputer-readable storage medium may be utilized, including magneticstorage devices (hard disks, floppy disks, and the like), opticalstorage devices (CD-ROMs, DVDs, Blu-Ray discs, and the like), flashmemory, and/or the like. These computer program instructions may beloaded onto a general purpose computer, special purpose computer, orother programmable data processing apparatus to produce a machine, suchthat the instructions that execute on the computer or other programmabledata processing apparatus create means for implementing the functionsspecified in the flowchart block or blocks. These computer programinstructions may also be stored in a computer-readable memory that candirect a computer or other programmable data processing apparatus tofunction in a particular manner, such that the instructions stored inthe computer-readable memory produce an article of manufacture includinginstruction means which implement the function specified in theflowchart block or blocks. The computer program instructions may also beloaded onto a computer or other programmable data processing apparatusto cause a series of operational steps to be performed on the computeror other programmable apparatus to produce a computer-implementedprocess such that the instructions which execute on the computer orother programmable apparatus provide steps for implementing thefunctions specified in the flowchart block or blocks.

While the principles of this disclosure have been shown in variousembodiments, many modifications of structure, arrangements, proportions,the elements, materials and components, used in practice, which areparticularly adapted for a specific environment and operatingrequirements may be used without departing from the principles and scopeof this disclosure. These and other changes or modifications areintended to be included within the scope of the present disclosure andmay be expressed in the following claims.

In the foregoing specification, the invention has been described withreference to various embodiments. However, one of ordinary skill in theart appreciates that various modifications and changes can be madewithout departing from the scope of the present invention as set forthin the claims below. Accordingly, the specification is to be regarded inan illustrative rather than a restrictive sense, and all suchmodifications are intended to be included within the scope of thepresent invention. Likewise, benefits, other advantages, and solutionsto problems have been described above with regard to variousembodiments. However, benefits, advantages, solutions to problems, andany element(s) that may cause any benefit, advantage, or solution tooccur or become more pronounced are not to be construed as a critical,required, or essential feature or element of any or all the claims. Asused herein, the terms “comprises,” “comprising,” or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus. Also, as used herein, the terms “coupled,” “coupling,” or anyother variation thereof, are intended to cover a physical connection, anelectrical connection, a magnetic connection, an optical connection, acommunicative connection, a functional connection, and/or any otherconnection. When language similar to “at least one of A, B, or C” or “atleast one of A, B, and C” is used in the claims, the phrase is intendedto mean any of the following: (1) at least one of A; (2) at least one ofB; (3) at least one of C; (4) at least one of A and at least one of B;(5) at least one of B and at least one of C; (6) at least one of A andat least one of C; or (7) at least one of A, at least one of B, and atleast one of C.

What is claimed is:
 1. A parachute inlet control system, comprising: aninlet parachute; and a reefing component comprising a first inletcontrol suspension line and a second inlet control suspension line eachhaving a proximal end coupled to the inlet parachute; wherein the firstinlet control suspension line is threaded through a first reefing ringcoupled to a main parachute canopy, wherein the second inlet controlsuspension line is threaded through a second reefing ring coupled to themain parachute canopy, wherein each of the first inlet controlsuspension line and a second inlet control suspension line have a distalend that is coupled to an anchor point, and wherein the anchor point islocated, when the first inlet control suspension line and the secondinlet control suspension line are under tension arising from inflationof the inlet parachute, at a location below the skirt of the mainparachute canopy in the downward direction.
 2. The system of claim 1,further comprising a release component coupled to the distal inlet linesuspension line end of at least one inlet suspension line of theplurality of inlet control suspension lines, wherein the releasecomponent is configured to cause separation of the inlet parachute fromthe main parachute canopy.
 3. The system of claim 2, further comprisinga deflation line coupled to the inlet parachute and extending in thedownward direction, wherein the deflation line is coupled to a fixedpoint below the anchor point to prevent the inlet parachute canopy fromcontacting the main parachute canopy responsive to activation of therelease component.
 4. The system of claim 3, wherein the anchor point iscoupled to or disposed on the deflation line.
 5. The system of claim 2,wherein the release component comprises a cut loop, and wherein thedistal end of the first inlet control suspension line and the distal endof the second inlet control suspension line are coupled to the anchorpoint by the cut loop.
 6. The system of claim 5, wherein the distal endof the first inlet control suspension line comprises a distal loopcoupled to the cut loop.
 7. The system of claim 6, wherein the distalloop is configured to pass through a respective reefing ring in responseto the reefing cutter separating the inlet parachute from the mainparachute canopy.
 8. The system of claim 1, wherein the first inletcontrol suspension line does not pass through or thread around anyportion of the second inlet control suspension line.
 9. The system ofclaim 1, wherein the distal end of the first inlet control suspensionline comprises a first distal stop, and wherein the first distal stop islarger than the first reefing ring such that the first distal stop maynot pass through the first reefing ring.
 10. The system of claim 1,wherein the distal end of the first inlet control suspension linecomprises a first distal loop configured to be disposed around a mainparachute suspension line coupled to the main parachute canopy.
 11. Thesystem of claim 1, wherein the distal end of the first inlet controlsuspension line and the distal end of the of the second inlet controlsuspension line are coupled to one another and to the anchor point via acoupling loop.
 12. The system of claim 1, wherein the release componentis configured to operate responsive to at least one of: an activationcommand received by the release component, a predetermined time period,altitude of the parachute inlet control system, or velocity of theparachute inlet control system.
 13. A method for inflating a parachute,the method comprising: coupling an inlet parachute to a main parachutevia a plurality of inlet control suspension lines threaded through aplurality of reefing rings coupled to the main parachute, wherein theinlet control suspension lines each comprise a proximal inlet line endcoupled to the inlet parachute and a distal inlet line end extending ina downward direction, wherein the inlet parachute is configured toinflate within the inlet area of the main parachute, and wherein thedistal inlet line ends of the inlet control suspension lines are coupledto an anchor point that is located, when the plurality of inlet controlsuspension lines are under tension arising from inflation of the inletparachute, outside the skirt of the main parachute and in a downwarddirection from the main parachute; and inflating the inlet parachute.14. The method of claim 13, wherein, responsive to the inflating, theinlet control suspension lines extend from the inlet parachute andreefing rings in a downward direction to the anchor point beyond theskirt of the main parachute.
 15. The method of claim 13, wherein theanchor point is disposed on a suspension line of the main parachute. 16.The method of claim 13, further comprising activating a releasecomponent coupled to the distal inlet line end of at least one of theinlet control suspension lines.
 17. The method of claim 16, wherein thedistal inlet line end is coupled to the release component and the anchorpoint via a cut loop, and wherein the method further comprises: severingthe cut loop in response to activating the release component; andseparating the inlet control suspension lines of the inlet parachutefrom the main parachute canopy in response to the severing the cut loop.18. The method of claim 16, further comprising: separating the inletparachute from the main parachute canopy in response to the activatingthe release component; deflating the inlet parachute in response to theseparating the inlet parachute from the main parachute; and inflatingthe main parachute canopy fully in response to the separating the inletparachute from the main parachute.